Robo-Plotter - Latest Seminar Topics for Engineering · Web viewCompressed air is push the piston in downward direction and piston move T.D.C.to B.D.C high pressure air push down the

HISTROY

Angelo Di Pietro (1950, Avellino, Italy) is an engine designer who

+developed the Di Petrol Motor air engine. He qualified as congegniatore mechanics

in Avellino and moved to Stuttgart to work on the winkle rotary engine at the

Mercedes Benz research laboratory 1969 and 1970.in 1971 he migrate to Australia

where he established a construction engineering company.

From his early experience with winkle rotary engines, Angelo became

interested in developing a more efficient engine than the traditional reciprocating

internal combustion engine, and he has worked on various alternative concepts

intermittently over the last 30 years. In 1999 he made a major design breakthrough

with a winkle rotary motor which runs on compressed air. Di Pietro claims that his

engine is 100% more efficient than competitors’ product and that the reduction in

friction will allow the engine to turn with a pressure of 1 phi.

Angelo Di Pateros targeted locations in which automotive vehicles are

required but cause immense health hazards such as product markets and warehouse.

Angelo Di Pateros was determined to find an alternative that was both

environmentally conscious, comparable in desired power, and inexpensive.

Angelo Di Petrol Director of R & D said: “There is no other motor is as

good as ours, years of research and analyzing other motors around the world gave me

the confidence and obligation to say so. Obligation is the sense that people have been

weighting for ages in relation to efficiency in order to take care of our environmental

situation.100% more efficiency that our competitor is a very serious claim and should

not be confused with some kind of publicity stunt here the interest is purely to try and

make money out of some ridiculous claim. The concept has the capability to change

the method we use for transporting, apart from the benefits of energy saving in

stationary applications.

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1. We have verification of its performance.

2. We have patents issued.

3. It has outstanding efficiency.

4. It has constant high torque.

5. It has low parts counts.

6. It has low number of moving parts.

7. It has compact and light.

8. It has virtually no frication.

9. It has virtually no vibration.

10. It has smooth seed control characteristics.

11. Only 1psi of pressure is needed to overcome the frication.

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CHAPTER-1 INTRODUCTION OF THE PROJECT

A PROJECT IS NOT A PHYSICAL OBJECTIVE NOR IS THE END RESULT.

It has something to do with a definite mission generate activities involving a verity of human resources all directed towards the fulfillment of the mission end stop once the mission fulfilled.

1.1 MEANING OF PROJECT:

P: Potentials

R: Rate of return/risk

O: Opportunities

J: Judgment on

E: Expectation

C: Cost components

T: Time factor

1.2 OBJECTIVES:

Nowadays more stress lay on engineers to become entrepreneurs hence the study of project planning has become very important & for this reason most of the institute have introduces the project work in their syllabus. The project has following objectives:

1. The project work enables the students to work in group.2. It enables the students to use their technical knowledge in

practical situation.3. One can develop ability to plan to work & take appropriate

division.4. It develops confidence & creative thinking.5. It helps to arrive at creative solution of a problem.6. Students can understand their strength & weakness.

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1.3 AIMS OF THE PROJECT WORK

1. To develops planning & decision making skill.

2. To integrate & rain force skills required the students in separate subject.

3. To provide interdisciplinary studies of the subject.

4. To develop higher level of skills for solution of the project.

5. To develop ability to work in team positively.

1.4 ENGINE:

The distinctive feature of our civilization today, one that makes if different

from all other, is the wide use of mechanical power at one time, the primary source of

power for the work of peace or war was chiefly man’s muscles. Later, animal were

trained to help and afterward the wind and the running stream were hardness. But the

great step was taken in this direction when man learned the art of energy conversion

from one form to another.

The machine which does this job energy conversion is called an engine. An

engine is devices which transform one form of energy into another form of energy.

However, while transforming energy from one form to another, efficiency of

conversion plays an important role.

1.5 CLASSIFICATION OF ENGINE:

1.5.1 Non- Combustion Engine:

In these type of engine not combustion of any fuel these types of engine is

known as no emissive engine or non-combustion engine

1. Air compressed engine.

2. Pneumatic engine.

1.5.2 External Combustion Engine:

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In this case, combustion of fuel takes place outside the cylinder as in case of

steam engines where the heat of combustion is employed to generate steam which is

used to move a piston in a cylinder.

Other examples of external combustion engines are hot air engines, steam

turbine and closed cycle gas turbine. These engine are generally used for driving

locomotives, ships, generation of electric power etc.

1. Steam turbine

2. Steam engine

1.5.3 Internal Combustion Engine:

In these case, combustion of the fuel with air occurs within the cylinder if

the engine. The internal combustion engines group includes engines employing

mixtures of combustible gases air, known as gas engines, those lighter liquid fuel or

sprit known as petrol engines and those using heavier liquid fuel, known as oil

compression ignition or diesel engines.

1. S.I.(Spark Ignition) Engine

2. C.I.(Compression Ignition) Engine

S.I. and C.I. engine have classified in the 4-stroke and 2-stroke.

A. 4-stroke

In 4-stroke engine, the cycle of operation is completed in four stroke of

piston or two revolution of the crankshaft, during the four strokes, there are five

events are completed viz. suction, compression, combustion, expansion, exhaust.

Each stroke consists of 180 of crankshaft rotation and hence a 4-stroke cycle is

completed through 720º of crank rotation.

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Table 1.1 Configurations of 4-stroke engine.

Inlet stroke

Inlet valve remains open

Exhaust valve remain closed

Mixture of fuel and air is inlet in cylinder

Piston movement T.D.C. to B.D.C.

The piston is now made one stroke and

crankshaft 180 ºof rotation

Compression Stroke

During this stroke inlet and exhaust valve

both remain closed.

Piston moves B.D.C. to T.D.C.

Fuel and air mixture is compressed up to

its clearance volume.

Temperature and pressure both are raised

Power

Stroke

Inlet and outlet valve remain closed.

Mixture burn and transfer from hot gases.

High pressure and temperature gases push

down the piston to create motive power.

Piston moves T.D.C. to B.D.C

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Exhaust

Stroke

Inlet valve remain closed and exhaust

valve is open.

The piston move from B.D.C. to T.D.C.

During this motion, the piston pushes out

the burnt gases from the cylinder.

The exhaust valve closes at the end of

stroke and part of burnt gases called

residual gases remain in the clearance

volume.

B. 2-stroke

In 2-stroke engine the cycle of operation is completed in two stroke of the

piston or the revolution of the crankshaft. Such stroke consists of 180degree of

crankshaft rotation and hence a two stroke cycle is completed through 360degree of

crank rotation. In this type of engine low efficiency compared to 4-stroke engine. As

already mentioned, if the two unproductive stroke the suction and exhaust could be

served by an alternative arrangement.

Figure.1.2 four stroke engine

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This system manages to pack one power stroke into every two stroke of the

piston (up-down).this is achieved by exhausting and recharging the cylinder

simultaneously.

The steps involved here are;

1. Intact and exhaust occur at bottom dead center. Some form of pressure is need,

ether crankcase compression or super charging.

2. Compression stroke: fuel air mix compressed and ignited. In case of diesel:

air.

3. Compressed power piston is pushed downwards by the hot exhaust gases.

Spark ignition twos stroke are small and light for their power output and

mechanically very simple; however, they are also generally less efficient and more

polluting than their four stroke counterparts. In terms of power per cubic centimeter, a

single cylinder small motor application like a two stroke engine produces much more

power than an equivalent four stroke engine due to the enormous advantages of

having one power stroke for every 360º of crank shafts rotation (compared to 720º in

a four stroke motor).

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CHAPTER – 2 WORKING

Air compressed engine mainly working in two parts. Inlet Stroke and Power Stroke, Exhaust Stroke

2.1 Inlet and Power Stroke:

In two stroke engines cycle operation is completed in two stroke of the piston

or one revolution of the crankshaft. In this engine inlet and power stroke both are in

one stroke. It will start with inlet and power stroke inlet valve remain open and

exhaust valve remain closed. This stage of piston and plunger as shown in fig.2.1. In

this position piston move T.D.C. to B.D.C. and plunger position is uncovered inlet

valve. Compressed air passes through inside the cylinder. Compressed air is push the

piston in downward direction and piston move T.D.C.to B.D.C high pressure air push

down the piston to create motive power. In this position the plunger 140 degrees

dwell period. Piston move down and energy transfer piston to crankshaft.

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Figure.2.1 Inlet and Power Stroke

In this stage plunger also be downward direction 80% complete this stroke and

inlet valve is closed or covered inlet valve by plunger. During this stroke that the

expanding compressed air creates a shock wave which we receive hear as a slow

sound noise. In this stroke at last piston is B.D.C. inlet and power stroke is completed.

Completed the first stroke crankshaft 180º of rotation completed.

2.2 Exhaust Stroke:

At the end of the power stroke it will start exhaust stroke when the piston is at

the bottom dead center. The piston move from D.B.C.to T.D.C. and during this

motion. Inlet valve is closed or inlet valve covered by plunger. Exhaust valve is

remaining open but the plunger also at the B.D.C. this position of plunger 140º

revolution of dwell period in B.D.C. This position piston moves upward direction

during this motion of the piston push out the air from cylinder. The pressure air falls

to atmospheric level. After 140º revolution of plunger move upward direction and

exhaust valve also closed or covered by plunger.

Figure.2.2 Exhaust Stroke

The exhaust valve closed at the end of the stroke and part of air is called

residual air remain the clearance space. Now this stroke is completed. End of this

stroke piston position as top dead center. End of this stroke crankshaft 180º revolution

completed after exhaust stroke position of piston and plunger starting the first stroke

and this stage one cycle of engine is completed.

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Two stroke fuel engine every stroke is power stroke but air compressed engine

only one stroke is power stroke. To complete one cycle 360º revolution completed in

crank shaft or one revolution completed. In this engine zero percentage pollution will

produce.

2.1.1 ADVANTAGES:

1. Refueling can be done at home using an air compressor or service station.

The energy required compressing air is produced at large centralized plant,

making it less costly and more effective to manage carbon emission than

from individual vehicles.

2. Compressed air engine reduce the cost of vehicle production, because

there is no need to build a cooling system, spark plugs, starter motor or

mufflers.

3. Expansion of the compressed air lower it s temperature; this may be

exploited for use as air conditioning.

4. Some mechanical configuration may allow energy recovery during braking

by compressing and storing air.

5. Zero percentage pollution produce.

2.1.2 DISADVANTAGES:

1. When air expands in the engine it cools dramatically and must be heated to

ambient temperature using a heat exchanger. The heating is necessary in

order to obtain a significant fraction of theoretical energy output. The

heating necessary in order to obtain a significant fraction of the theoretical

energy output. The heat exchanger can be problematic; while it performs a

similar task to an intercooler for a internal combustion engine, the

temperature between the incoming air and the working gas is smaller. in

heating the stored air ,the device gets very cold and may ice up in cool,

moist climates.

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2. Conversely, where air is compressed to fill the tank it heated up: as the

stored air cools, its pressure decrease and available energy decrease. it is

difficult to cool the tank efficiently while charging and thus it would either

take a long time to fill the tank, or less energy is stored.

CHAPTER – 3 PARTS DETAIL

3.1 PISTONA piston is fitted to each cylinder as a face to receive air pressure and transmit

the thrust to the connecting rod.

Figure 3.1 PistonMaterial EN-8D (ms)

A piston is a component of reciprocating engines, pumps and gas compressor.

Located in a cylinder is made gas tight by piston rings. In a engine, it purpose is to

transfer force from expanding gas in the cylinder to the crankshaft via a piston rod

and/or connecting rod. In a pump, the function is received and force is transmitted

from the crank shaft to the piston for the purpose of compressing or ejective the fluid

in the cylinder. In some engine, the piston also acts as a valve by covering and

uncovering ports in the cylinder walls.

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3.2 CYLINDER BLOCK

The cylinder block is the main supporting structure for the various

components the cylinder of a malty cylinder engine is cast as a single unit, called

cylinder block. The cylinder head is mountain on the cylinder block. The cylinder

head and cylinder block are provided with water jacket in the case of water cooling or

with cooling fins in the case of air cooling. Cylinder head gas kit is incorporated

between the cylinder block and cylinder head.

Figure 3.2 Cylinder Block

Material =IS- 2062 Gr-B (ms)

The cylinder head is tight to the cylinder block by number of bolts or studs.

The bottom portion of the cylinder block is called crankcase. A cover called crankcase

which becomes a sump surface of the cylinder block which is machined and finished

accurately to cylinder shape is called bore or face.

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3.3 FLYWHEEL

A flywheel is a mechanical device with a significant moment of inertia used as

a storage device for rotational energy. Flywheels resist changes in their rotational

speed, which helps steady the rotation of the shaft when a fluctuating torque is exerted

on it by its power source such as that caused by a piston-based (reciprocating) engine,

or when an intermittent load, such as the motion of a piston pump, is placed on it.

Flywheels can be used to produce very high power pulses for experiments,

wheredrawing the power from the public network would produce unacceptable spikes.

A small motor can accelerate the flywheel between the pulses. Recently, flywheels

have become the subject of extensive research as power storage devices for uses in

vehicles and power plants.

Figure 3.3 Flywheel

MATERIAL IS- 2062 Gr-B

The main function of a fly wheel is to smoothen out variations in the speed of

a shaft caused by torque fluctuations. If the source of the driving torque or load torque

is fluctuating in nature, then a flywheel is usually called for. Many machines have

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load patterns that cause the torque time function to vary over the cycle. Internal

combustion engines with one or two cylinders are a typical example. Piston

compressors, punch presses, rock crushers etc. are the other systems that have fly

wheel. Flywheel absorbs mechanical energy by increasing its angular velocity and

delivers the stored energy by decreasing its velocity

3.4 CONNECTING ROD

The connecting road is the intermediate member between the piston and the

crankshaft. Its primary function is to transmit the push and pull from the piston pin to

the crank pin and thus convert the reciprocating motion of the piston in to the rotary

motion of the crank. The usual form of the connecting road in internal combustion

engines as shown in fig it consist of long shank, a small end and a big end.

Figure 3.4 Connecting Rod

MATERIAL EN-3A/C-20

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3.4.1 FORCE ACTING ON THE CONNECTING ROD

The various forces acting on the connecting rod are as follows.

1. Force on the piston due to gas presser and inertia of the

reciprocating parts.

2. Force due to inertia of the connecting rod or inertia bending forces.

3. Force due to friction of the piston ring and of the piston, and

4. Force due to friction of the piston pin bearing and crankpin bearing

We shall now drive the expression for the force acting on a vertical

engine.

3.5 CRANK

Crank in mechanical engineering, a bend portion of axle or shaft, or an arm

keyed at right angle to the end of the shaft, by which motion is imparted to or receive

from it.

Figure 3.5 CRANK

MATERIAL EN-3A/C-20

3.6 CAM

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These are made as integral part of the crankshaft and are designed in such a

way to open the valves at the correct timing to keep them open for the necessary

duration.

Figure 3.6 Cam

MATERIAL EN-3A/C-20

3.6 CRANK SHAFTAs the pistons collectively might be regarded as the heart of the engine , so the

crank shaft may be considered is backbone. The crankshaft is the part of the engine

that transforms the reciprocating motion of the piston to rotary motion.

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Figure 3.6 Crank Shaft

1. Each hole is located and drilled.

2. Each surface is rough machined.

3. The crankshaft, with the exception of the bearing journals, is plated with

alight coating of copper.

4. The bearing journals are case –hardened.

5. The bearing journals are ground to size.

6. Threads are cut in to necessary bolt holes.

3.7 PLUNGER

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Figure 3.7 Plunger

4.1.6 SUMMRY:

TABLE 4.1 DIMENSIONS OF PARTSSR NO.

PARTS DIAMETER(mm)

LENGTH(mm)

WIDTH(mm)

THICKNESS(mm)

1 Piston 21 40 - -2 Cylinder 21 75 50 403 Plunger 11 100 - -

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4 Flywheel 1008 - - 145 Shaft 8 80 - -6 Connecting

Rod2010 105 - 5

7 Crank 44 - - 68 Cam rod 2610 100 - 59 Cam 1008 - - 6

CHAPTER-5 MATERIAL SELECTION

5.1 SELECTION OF MATERIALS:

The selection of a proper material, for engineering purpose, is one of the most

difficult problems for the designer. The best material is one which serve the

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decide objective at the minimum cost. The following factors should be considered

while, select the material:

(a) Availability of the materials,

(b) Suitability of the material for the working condition in service, and

(c) The costs of the materials.

The important properties, which find the utility of the material, are physical,

chemical and mechanical properties.

5.2 FERROUS AND NON-FERROUS METALS:

When attempting a project based on resistant materials you must consider

metals as part of your research. A vast range of metals of exits and they fit in two

categories, “ferrous” and “non-ferrous” metals. These metals can be used to build

and manufacture an equally large range of items. Study the properties of the

materials below, you may find that they are useful for your project. You may need

to investigate metal further.

The ferrous metals are those which have the iron as their main constituent,

such as cast iron, iron and steel.

The non-ferrous metals are those which have a metal other than iron as their

main constituent, such as copper, aluminum, brass, tin, zinc etc.

The mechanical properties of the metals are those which are associated with

the ability of the materials to resists mechanical forces and load. These

mechanical properties of the metal include strength, stuffiness, elasticity,

plasticity, ductility, toughness, creep and hardness.

5.3 PART LIST:

TABLE 5.1 PARTS LISTSSR NO. PART NAME MATERIAL

1 Piston Ms2 Cylinder Block Ms3 Plunger Ms

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4 Connecting Rod Ms5 Crank Ms6 Cam Rod Ms7 Cam Ms8 Shaft Ms9 Flywheel Ms10 Stand Iron

5.4 PROPERTIES OF FERROUS METALS:

TABLE 5.2 CHEMICAL COMPOSITION LISTSGRADE EN-8D EN-3A/C-20 IS- 2062 Gr-B IS- 2062 Gr-B

COMPOSITION PISTON CONECTING ROD CYLINDER FLYWHEEL

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Fe 98.23 98.84 97.63 98.06C 0.41 0.16 0.06 0.08Si 0.24 0.20 0.19 0.22

Mn 0.73 0.67 1.53 1.49P 0.031 0.028 0.019 0.016S 0.028 0.022 0.005 0.004Cr 0.03 < 0.01 0.10 0.020Mo < 0.010 < 0.010 0.176 < 0.010Ni 0.06 0.01 0.13 0.02Al 0.008 0.032 0.024 0.030Co 0.009 0.004 0.007 0.006Cu 0.183 < 0.001 0.003 < 0.001Nb < 0.003 < 0.003 0.038 0.014Ti 0.002 0.002 0.015 0.004V <0.001 < 0.001 0.030 < 0.001W 0.019 0.023 0.029 0.025Sn 0.011 0.002 0.002 0.005B < 0.0002 < 0.0002 0.0003 0.0005Zr < 0.001 < 0.001 < 0.001 < 0.001

CHAPTER –7ANALYSIS

7.1 Experimental Analysis:-

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The analysis of our project is given below. In the analysis of compressed air

engine, we were using mainly two equipment for measurement. (1) pressure gauge

and (2)tachometer.

(1) Pressure gauge- pressure gauge is connected between compressor and inlet

valve of piston cylinder. Pressure gauge is measured the pressure of air

which is inlet in inlet valve. With the help of regulator, we can increase or

decrease pressure.

(2) Tachometer-tachometer is an external equipment. It consist one pointer. If

we connect the pointer of tachometer to the flywheel hub, it display the

revolution of flywheel.

7.1 Experimental reading table:

Sr No.

Pressure (Psi)

Reading-1 (Rpm)

Reading -2 (Rpm)

Reading-3 (Rpm)

Average (Rpm)

1 10 407 379 364 384

2 15 610 598 586 598

3 20 813 817 808 813

4 25 1041 1044 1043 1043

5 30 1150 1155 1151 1152

6 35 1209 1249 1210 1222

7 40 1269 1271 1270 1270

This is the experimental analysis of pressure V/s reading-1 graph. Blue point gives the value of pressure and revolution of flywheel. Graph-1 is give us detail of pressure v/s reading-1 from experimental reading table.

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Graph-7.1: Pressure v/s Reading-1

This graph gives the value of pressure v/s reading-2 . Blue point gives

the value of pressure and revolution of flywheel.

Graph-7.2: Pressure v/s Reading-2

Graph-2 is give us detail of pressure v/s reading-2 from experimental reading table.

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Graph-7.3 Pressure v/s Reading-3

Graph-3 is give us detail of pressure v/s reading-3 from experimental reading

table.

Graph-7.4 Pressure v/s Average Reading

Graph-6.4 is an average of above three reading.

From the analyzing above graph, we can say that if pressure is increased then

rpm is also highly increased.

From pressure v/s average reading graph, we can say that from 0-25 psi

pressure, rpm of flywheel is increased. From 25-35 psi pressure, rpm of flywheel is

slightly increased. But after 35 psi the rpm of flywheel is mostly remains constant.

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CHAPTER-9 ADVANTAGES AND DISADVANTAGES

9.1 ADVANTAGES:

6. Refueling can be done at home using an air compressor or service station.

The energy required compressing air is produced at large centralized plant,

making it less costly and more effective to manage carbon emission than

from individual vehicles.

7. Compressed air engine reduce the cost of vehicle production, because

there is no need to build a cooling system, spark plugs, starter motor or

mufflers.

8. Expansion of the compressed air lower it s temperature; this may be

exploited for use as air conditioning.

9. Some mechanical configuration may allow energy recovery during braking

by compressing and storing air.

9.2 DISADVANTAGES:

A. When air expands in the engine it cools dramatically and must be heated to

ambient temperature using a heat exchanger. The heating is necessary in order

to obtain a significant fraction of theoretical energy output. The heating

necessary in order to obtain a significant fraction of the theoretical energy

output. The heat exchanger can be problematic; while it performs a similar

task to an intercooler for a internal combustion engine, the temperature

between the incoming air and the working gas is smaller. in heating the stored

air ,the device gets very cold and may ice up in cool, moist climates.

B. Conversely, where air is compressed to fill the tank it heated up: as the stored

air cools, its pressure decrease and available energy decrease. it is difficult to

cool the tank efficiently while charging and thus it would either take a long

time to fill the tank, or less energy is stored.

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CHAPTER-10 FUTURE SCOPE

A compressed air engine is create useful work by expanding compressed air.

Many industries and machine to waste the compressed air in atmosphere. In this waste

air reused by compressed air engine. This lost energy transfer to mechanical energy.

In industries how much pressure air in waste is depend on engine capacity.

Other future scope is to in engine zero percentage pollution produce. it menace

public place area to use air compressed engine.

MDI (motor developing international) to used air compressed engine in air car.

In this car storage tank pressure is 150 time pressure in car tyre. Transport1ation fuel

is law.

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